Train-stopping apparatus.



MCKENDREE R. FULKS.

TRAIN STOPPING APPARATUS.

APPLICATION FILED aim/16.1914.

1 11. 39,5 1 2., Patented May 18, 1915.

2 SHEETS-SHEET I.

wuc/wio a M. 713. Full 5.

THE NORRIS PETERS CO4. PHOTOLITHO" WASHINGTON. D. c

MCKENDREE R. FULRS.

TRAIN STOPPING APPARATUS.

APPLICATION FILED MAY 16. 1914.

Patented May 18, 1915.

2 SHEETSSHEET 2.

I Ill [I101 mil/mi amen W01 ll l. Hal/5.

THE NORRIS PETERS 50., PHOTOLITHQ, WASHINGTON, u. c.

MoKENDIR-EE It. FULKS, 0F GAITHERSBURG, MARYLAND.

TRAIN-STOPPING- APPARATUS.

Specification of Letters Patent.

Patented May 18, 1915.

Application filed May 16, 1914. Serial No. 839,175.

To all whom it may concern:

Be it known that I, MCKENDREE R. FULKS, a citizen of the United States, residing at Gaithersburg, in the county of Montgomery and State of Maryland, have invented new and useful Improvements in Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and has particular application to apparatus for cutting off the propelling power of the motor car and applying the brakes in the event of the car or train entering the danger zone.

In carrying out the present invention, it is my purpose to provide train stopping apparatus which will embody car 0211116 mechanism for cutting off the propelling power of the motor car and effecting an application of the brakes to the wheels and an indicator comprising a finger capable of sliding movement and an actuating device for sliding such finger, means being provided for operating such mechanism and actuating device simultaneously so that the number of times the automatic stopping mechanism has operated may be readily determined at the end of a run.

It is also my purpose to provide train stopping apparatus which will embrace the desired features of simplicity, efliciency and durability, which may be installed and maintained at a minimum expense and which will operate effectively under all conditions.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim.

In the accompanying drawings; Figure 1 is a fragmentary side elevation of a trackway and locomotive thereon showing my invention installed. Fig. 2 is a diagrammatic view of the apparatus. Fig. 3 is a fragmentary horizontal sectional view through the locomotive showing the car carried mechanism. Fig. 1 is a view in front elevation of the indicator. Fig. 5 is a vertical sectional view therethrough. Fig. 6 is a horizontal sectional view through the same.

Referring now to the drawings in detail, 1 designates a trackway, while 2 indicates a steam driven locomotive designed to traverse the trackway. In the present instance, the trackway 1 is divided into blocks and located at the entrance to each block is a semaphore including a standard 3 and a signal blade 4: pivoted upon the standard adjacent to the upper end thereof and capable of movement to danger and clear" positions. Projecting outwardly from the standard 3 toward the trackway and disposed a suitable distance below the signal blade 1 are pivot ears 5 and pivoted within the ears 5 is one end of an arm 6 forming an obstacle and having the upper edge thereof formed with an eye 7 to which is connected one end of a rod 8, the opposite end of the latter being fastened within an eye 9 connected to the lower edge of the signal blade 1. By means of this construction, it will be seen that when the signal blade moves to danger position, the arm 6 will be carried upwardly and arranged in a horizontal plane, while when the signal blade moves to clear position, the arm 6 will be elevated or lowered, according to whether the signal blade works in the upper quadrant or the lower quadrant, thereby rendering the arm inactive.

Formed in one side wall of the cab of the locomotive is a slot 10 and projecting through the slot is a horizontal lever 11 fulcrumed within the slot and having one end projecting outwardly of the adjacent wall of the cab and equipped with a buffer head 12 adapted to impact against the arm 6 when the latter is in active position and the locomotive passes the same. The opposite end of the lever 11 extends into the cab and is equipped with a pin 13 disposed within a" slot 1 1 formed in a link 15. One end of the link 15 is pivotally connected with a rod 16 disposed in parallelism with the throttle valve lever and having the lower end thereof fulcrumed as at 17 and the upper end formed with an eye 18.

Connected to the eye 18 is one end of a cord 19 or other flexible element trained about a sheave 20 j ournaled upon a pin carried by one side of the throttle lever, the

' free endof such cord extending toward the handle end of the throttle lever and is connected with the outer end of a shortlever 21 pivoted between its ends upon one side of the throttle lever and having the inner end thereof connected with the latching rod of the throttle lever. Formed on therod 16 adjacent to the eye 18 is an eye 22 and connectedwith the eye 22 is one end of a cord 23 or other flexible element projecting toward the throttle valve lever and trained over a sheave 24 mounted upon a suitable support and thence extendedrearwardly be yond the bar 16 and connected with the enginee'rs brake valve 25.

Should a signal blade be set in danger position, the arm 6 will be disposed in a horizontal plane and in the event of a locomotive running by the danger signal the buffer 12 on the outer end of the lever 11 will im-' pact against the active arm 6 thereby swinging the inner end of the lever 11 toward the forward end of the locomotive so that the pin 13, in the initial swinging movement of the lever 11, rides within the slot 14 and engages the forward end wall thereof. In the continued swinging movement of the lever 11, the link 15 is drawn forwardly thereby swinging the bar 16 about the fulcrum 17 cord 23 actuates the engineers brake valve to effect an application of the brakes to the wheels. If desired, the cord 23 may be connected with an auxiliary valve located in the train line air pipe or brake pipe of the air brake system of a train such cord opening the auxiliary valve in the swinging of the bar 16 to'bleed the brake pipe.

In the present instance, a block 26 is fastened to the Outer surface of the side wall of the cab contiguous the lower wall of the slot 10 and formed in such block is a recess 27 within which is seated a spring pressed latching dog 28. This latching dog 28 is disposed in the path of movement of the outer extremity of the lever 11 and as the latter is swung about its fulcrum'under the action of the arm 6, the dog 28 is forced. down into the slot 27 against the action of the spring-andwhen the lever 11 reaches its limit of movement underthe action of the arm 6 the dog 28 rebounds and so locks the with a vertical slot 33 and lever 12 against movement to normal position.

In order that the proper authorities may The side-and end walls of the slot 30 con tiguous the outer surface of the casing 29 are rabbeted and seated within such rabbeted walls is a glass cover 31, while secured to the inner wall of the casing across the slot 30 is an indicator card 32 formed centrally having the front face thereof graduated vertically as at 34. Arranged within the casing 31 andspaced apart in parallelism are guide rods35 disposed at opposite sides of the'indicator card 32 and slidably mounted upon the guide rods 35 between the latter is across head 36. Secured to the upper edge of the cross head 36 and projectingforwardly therefrom and disposed within the slot 33 in the indicator card is an indicating finger 37 capable of sliding movement within the slot in the indicator card in the movement of thetcross head. J ournaled in horizontally alining bearings arranged within the casing adjacent to the lower end of the latter is a shaft 7 38 and loosely surrounding the shaft 38 is a ratchet wheel 39 and a segment 40 rigidly connected to the ratchet wheel, While. encircling the shaft is a coiled spring 41 having one end fastened to the shaft and the: opposite extremity secured to the segment. Depending from the lower'edge of the cross head 36 are pivot ears and pivoted between the ears is one end of a connecting. rod 42 having the opposite end thereofpivotally connected to one face of the segment '40. By

means of this constructiom it'will be seen that when the segment40 is rotated about the shaft 38 in one direction the ratchet wheel 39 will be similarly actuated and the connecting rod 42 0perated to slide the cross head 36 upwardly thereby moving theindicator finger 37 upwardly within the slot in the'indicator card. Journa'led in horizontally alining bearings parallel with the shaft 38 is a shaft 43 and fiXed to the shaft 43 and normally engaging the teeth of the ratchet wheel 39 is a holding dog44 adapted to prevent retrograde movement of the ratchet wheel in the actuation of the segment 40. As the segment 40 is swung to move the indicator finger upwardly along the indicator card the spring 41 is placed under tension so that when the ratchet wheel 39 is relieved of the influence of the holding dog the segment and cross head will be restored to normal position, incident to the reaction of the spring. To relieve the ratchet wheel of the influence of the dog 44, the shaft 43 is rocked to disengage the holding dog from the adjacent tooth of the ratchet wheel and to rock the shaft one end of the latter is provided with a knob 45.

In order that the segment 40 may be actuated in a step by step manner so that the indicator finger will be likewise moved along the indicator card, suitable means is provided. In the present instance, I employ a solenoid magnet 46 suitably fastened to the inner surface of one side wall of the casing and having the bore therein alining with an aperture in such side wall and disposed in a plane coincident with that of the segment 40. Slidably mounted within the solenoid magnet 46 is an armature 47 having one end thereof extending into the casing and arranged at a tangent to the segment 40 and having pivotally connected thereto a dog 48 engaging the teeth of the segment 40 and adapted to swing the latter in one direction as the armature moves intothe casing and to idle over the next adj acent tooth when the armature moves out of the casing. The opposite end of the armature extends outwardly of the adjacent side wall of the casing and is equipped with a head 49 and interposed between the head 49 and the adjacent side wall of the casing is a coiled expansion spring 50 loosely mounted upon the armature and acting to restore the latter to normal position succeeding the inward movement thereof under the action of the solenoid. A cylindrical casing 51 encircles the head 49 and adjacent end of the armature and is fastened to the proximate side wall of the casing to eliminate tampering with the mechanism. When the solenoid 46 is energized the armature 47 is drawn into the casing and the dog 48 swings the segment 40 through a distance equal to the distance between the adjacent teeth on the segment thereby elevating the cross head 36 and moving the indicator finger over the indicator card from one graduation to the other. As the segment 40 moves under the action of the armature of the solenoid the ratchet wheel 39 is actuated and the pawl or dog 44 drops behind the following tooth so as to hold the segment against retrograde movement. In the initial movement of the armature under the action of the solenoid, the spring 50 is placed under tension and when the solenoid is deenergized the spring reacts and so restores the armature 47 to normal position, the dog 48 riding over the adjacent tooth on the segment in the movement of the armature under the action of the spring. In the present instance, the solenoid 46 is connected in an electric circuit 52 including a suitable source of energy such as a battery 53 and a circuit closer 54. In this instance, the circuit closer 54 comprises a spring contact finger 55 to which one terminal of the circuit 52 is connected and the inner end of the lever 11 to which the opposite terminal of the circuit is fastened, the finger 55 being disposed in the path of movement of the inner end of the lever. Thus, when the lever 11 is swung about its fulcrum as previously described, the inner end thereof engages the finger 55 and so closes the circuit 52 whereby the solenoid 56 is energized and the segment 40 rotated to move the indicator finger over the indicator card into registration with the next adjacent graduation. The electric circuit 52 preferably extends throughout the length of the train and located in each coach and connected in series in the circuit is an annunciator 56 whereby the train crew is notified each and every time that the automatic stopping mechanism is brought into service. The circuit connections between the various cars of the train are preferably in the form of plugs and companion jacks.

From the foregoing description taken in connection with the accompanying drawings, the construction, mode of operation and manner of employing my invention will be readily apparent. It will be seen that I have provided automatic train stopping mechanism whereby the propelling power of the motor car is automatically cut off and the brakes applied in the event of the car or train entering the danger zone and whereby the number of times that such mechanism operates may be determined. In the present instance, the rear wall of the casing 29 is hingedly connected to one side wall thereof as at 57 and is capable of movement to open and closed position whereby access may be had to the interior of the casing when desired.

Vfhile I have herein shown and described one preferred form of my invention by way of illustration, I wish it to be understood that I do not limit or confine myself to the recise details of construction'herein described and delineated, as modification and variation may be made within the scope of the claim without departing from the spirit of the invention.

I claim:

In train stopping apparatus, car carried mechanism comprising a lever fulcrumed between its ends and having one end proj ecting outwardly of the car and the opposite end extending into the car, a link, a

\ pin and slot connection between the inner In testimony whereof I aflix mysigna- 10 end of said lever and said link, a bar fulture in presence of two witnesses. crumed at one end, a connection between p f I said'link and bar, a connection between VMGKENDREE R. FULKS. said bar and a controlling element of the i V propelling power of the car, and means for Witnesses: swinging said lever to actuate said bar FRANK B. SEVERANGE, whereby the propelling power of the car H. S. WILSON. will be out ofi.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of fatents, I

Washington, D. C. 

